Power-transmission mechanism.



A. R. SELDEN. POWER TRANSMISSION MECHANISM APPLICATION FILED JUNE 14, 1912; 1,Q77,371 Patented Nov. 4:, 1913..

' 2 SHEETS-SHEET l.

fi mo v wfifinnmfis flrmvcenmmrg Wu WM D, Y WAMpAW A. R.SELDB-N. v POWER TRANSMISSION MECHANISM.

' APPLIGATION FILED JUNE 14, 1912.

1,077,871, Patented NOVA, 1913.

2 SHEETS-SHEET Z.

'grees from positive driving,

to complete freedom bemveen the rotary elm-, merits, and to this end I combine, with the hydraulic mechanism just referred to,-valvemechanism for controlling the action of the supplemental I ARTHUR n. sELnEN, or noennsrsa, new YORK.

royvnn-a'nluismssion MECHANISM.

Specification of Letters Patent.

racemes Nov. i. 1913.

Application sled June 14, 1912. Serial m. 703,758.

To all whom it may concern Be it known that I, ARTHUR R. SswnN, a citizen of the United States, and resident of Rochester, in the county of Monroe and State of New York, have invented certain new and useful Improvements in Power- Transmission Mechanism, of which the following is a specification.

This invention relates to power-transmission mechanism for connecting two rotary elements and for controlling their relative movement.

One object of the invention is to produce mechanism in which novel means are employed for yieldingly connecting the rotary elements in such a manner as topermit a relative slip, whereby the speed ratio of the rotary elements may be varied without setting up destructive friction and in a uniform and smooth manner.

Another object of the invention is to pro- .vide for a smooth and uniform action in the power-transmission mechanism in taking up or releasing a load, so that there shall be no jerking or destructive strain upon the mechtel-meshing gears, formed that their teeth provide, aseries of dash-pots, these dash-pots being filled with fluid by which the tation of the gears is yieldingly resisted;

Another object of the invention is to provide for a driving action varying in all (le hydraulic mechanism, and

clutch-members which may be operated successivel'y and in combination to produce the desired result.

Other features of construction and arrangement by which these several objects are attained,

will beset'forth in connection with the fob lowing demription of the illustrated embodimeat. of the invention.

In the accompanying drawings-figure vehicle. These tWo To these ends I employ a novel and simple arrangement operating hydraulically and characterized by the use of two or more in- I these gears being so in efl'ect,

wheel 11 the web of this wl'1eel being bolted relative rowithout slip,

j cover 16, which is bolted objects of the invention, and the:

drum and the cover 1 is a side-elevation of a power-mechanism embodying the present invention, the lower half of the figure being in vertical median section; Fig, 2 is a vertical section of the upper half of the mechanism, on the line 2-2 in Fig. 1, looking-"from left to right in the latter figure; and, Fig. 3 is a vertical section of the lower half of the mechanism;

on the line 3-3 in Fig. 1, looking from right to left in the latter figure.

The invention is illustrated as embodied in a mechanism adapted particularly for use in connection with an automobile. The two rotary elements which maybe, for we ample, the engineshaft and the drive-shaft of an automobile, are illustrated as coaxial shafts 5 and 6, respectively, the bearings'of the shaft 5 not being illustrated as they may be ordinary engine-shaft bearings. The shaft 6 is journaled, at one end, by means of a reduced extremity 7 fitting a recess in the end of the shaft 5, and turns, near the other end, in a ball-bearing 8, which, is mounted upon a suport or frame 9 which may be a part of e frame of the motorshafts are referred to in the appended claims as a driving element and a driven element,,,respectively. The drive from the engine-shaft 5 to the shaft 6 is always through a clutch of which one member is constituted by the rim of a to a fiange'lQ integral with "the shaft 5, This wheel, as illustrated, is adapted to constitute the fly-Wheel of the engine, and the inner surface of its rim is conical and co operates with a conical clutch-member 18, which may be provided with suitable frictional material on its outer surface. The clutch-member 13 is integral with a disk 14, which is iourna'rled loosely, at the center, upon the shaft 5. The clutch-member 13 is further supported by a drum or casing 15 integral with the disk 14, and a removable to the drum and at its center, concentric and 6. The disk, the also constitute a fluid purpose which will be which has a bearin with ,tlbe shafts 5 light casing for a presently described.

The hydraulic mechanism or yielding conmeeting-mechanism comprises an annular a series of radial fluid-passages 22.-

member 17 which is mounted upon the disk 1a, within the casing just referred to. This member-is provided with a series of gearteeth 18 so as to constitute an internal gea At the inner ends of these gear-teeth is a annular member 19 having a flat surface which is normal to the aXis of rotation of the gear, and which closes the ends of the spaces between the gear-teeth and extends a short distance within the teeth. This member 19 is connected witlrthe disk 14 by integral spacing-members 21 so as to provide The left-hand ends of .the' spaces between the gear-teeth are'closed by aflat ring 23 which is threaded into the member 17, as shown in Fig. 1, and which-also has afiat surface extending inwardly beyond the gear-teeth.

It will be. apparent that the parts 17, 19 and 23 provide a series of fluid-receptacles between the successive gear teeth 18, with which receptacles the teeth of a gear meshing with the internal gear are adapted to cooperate in the manner of pistons. To produce this result I employ four planetary pinions 24 which are loosely journaled upon shafts 25 carried on a four-armed spider 26. This spider has a central sleeve or hub 27, which is mounted upon the shaft 6 and is splined thereto by means of a key 28."

By this arrangement the spider and the shaft 6 are caused to rotate together, while the spider is free to move longitudinally upon the shaft.

In order that a body of suitable fluid, such as oil or glycerimmay be retained withinthefiuid casing, packingwashers 29 and 31 of suitable material are employed at the journals of the casing. It is not necessary to completely fill the casing, however, since centrifugal action will cause such fluid as is contained therein to flow to the periphery of the casing, where it will fill the spaces between the gear-teeth 18 and the members 19 and 23. When the shaft 5 rotates it acts, through'the clutch-members 11 and 13, to rotate the internal gear 17 and since the pinions 21 are loosely journaled upon the spider they tend to rotate freely and yield to the movement of the internal gear. As eachtooth of the planetary gears enters a space between the teeth of the internal gear,

.however, the fluid must be expelled from this space, and this fluid, therefore, exerts a yielding resistance to the relative rotation of the pinions and the gear. By forming the teeth of the planetary pinious to fit as closely against the faces of the teeth 18 and against the members 19 and 23 as is practicable consistently with commercial manufacturing methods, the resistances produced may be made very substantial, each pair of teeth acting, in effect, as a dash-pot, from which the only escape is afforded by the engagement of the driving connections slight clearances essential to smooth operation, so that a drag is produced between the internal gear and the planetary gears which causes the spider 26 to be rotated, thus rotating the shaft 6. The fluid which is forced out from between the gear-teeth is held at the periphery of the casing by centrifugal action, so that it tends to again enter and till such of the spaces between the gear-tceth 18 as are not engaged by the teeth of the planetary pinions.

The hydraulic mechanism, as so far scribed, constitutes a device by which de the between the driving and the driven rotary elements may be relieved from sudden and positive action, but it is desirable, in the embodiment of the invention illustrated in the drawings,-to render the hydraulic connections adjustable in their action so that a variable resistance or drag may be produced.

Accordingly, escape passages 32 are formed radially in the member 17, extending from each of the spaces between the teeth 18. These passages terminate at the periphery of the member 17, which is conical in, form. Cooperating with this conical surface an annular conical member 33 which constitutes both a valve and a clutch-member. The member 33 is connected, by arms or spokes 30, with a central sleeve or hub 34 which is loosely mounted upon the hub 27 but is splined thereto as shown in Fig. 1. The hub 34: constitutes alsothe bearing for the center of the cover 16, and projects outwardly therefrom, and-is provided at its outer end with an annularly grooved sleeve 33.

The member 33 is normally held in posi-,

tion to close the passages and operative engagement between the clutch-members 11, 13, 17' and 33 is normally maintained, by means of an axial thrust due to a set of coiled springs 36. These springs are seated upon the frame 9, and they press a sl one member of a spherical joint 37, which in, turn presses against the sleeve through a ball-bearingZSS. Normally, 'hereforc. all of the conical clutch-momhers are held in firm engagement, so that a direct and comparatively unyielding driie may be had through these members froin the shaft to the shaft 6, and vice versa. The operation of the clutch-mechanism is controlled. how ever, by a lever 39 which is adapted for operation manually, or in any conwuirut manner. This lever is pivoted at upon a bracket 40 fixed to the frame 9. and its lower forked end carries rollers -12 which engage the annular groove in. the sleeve 33. \Vhen it is desired to drive through lhe yielding action of the hydraulic niechanisu'i ill) . hand pull upon mitted to these ferences in the strength of the springs. Ac-

zpvaen 3 provide against even to their freest action,

sistance of the springs 36. This movement is transmitted through the sleeve 34and the spokes 30 to the clutclrmember 33, thus causing it first to disengage the conical outer surface of the member 17 sufficiently to interrupt the mechanical between these parts, but Without substantially opening the escape-passages 32. The drive is now through the hydraulic mechanism, which acts with its greatest effect so as to provide for only a slight yielding, the shaft 6 being, therefore, driven with nearly the full torque of the shaft 5. By further movcmentrof the clutch-lever the nlemher 33 is drawn farther from the may be desirable to the slight friction due and accordingl provision is made for disengaging the c utch-members 13 and 11 so that all driving connections between the shafts 5 and 6 are interrupted. To this end the hub 34 is provided with a shoulder 55 which is adapted, when the clutch-lever 39 is moved to extreme engage a ball thrust-bearing 56 which is mounted againstthe inner surface of the cover 16. this engagement the cover and the'drum 15 are clutch-member 13 to the'left, against the resistance of the bell-crank levers and the springs 43, thus disengaging the clutchmember 13 from the clutch-member 11, and all parts of the hydraulic come to rest with the shaft 6.

When the power-mechanism hereinbefore described is em loyed in connection with a motor-vehicle, the normal position of the parts is that illustrated in Fig.' 1, the clutches being in operation to cause the englue to actuate the shaft 6, and thus to transmit power to the driving-wheels of the vehicle either directly or through any suitable change-speed g aring, When it sired to unclutch the engine from the gearing the upper erid of the clutch lever 39 is thrown to their-ight, to the full extent of its 'movement, thus'throwing out both of the conical clutches and leaving the shaftfi and the fly-wheel 11 free to rotate without actuating any other parts of the mechanism. In throwing the clutch mechanism again into operative position the clutch-leverisallowed gradually to return to. normal position under the influence of the springs 36, and the first effect of this movement is to cause the clutch-member 1 3 to engage its seat in the Wheel 11, whereupon nism is thrown-into operation. At this time, however, the clutch-member 33 is 'disengaged. from its seat and the-yent-openings 32 are wide open, andaccordingly the fluid flows freely through these openings, and the hydraulic mechanism affords no drag substantially disappears and the shaft 6 may come to rest, if subjected to a slight resistance.

During thehydraulic action of the clutch, as last described, it is necessary that the clutcl'i-members 11 and 13 be maintained in operative engagement, and since the thrust of the springs 36 is not, at this time, transclutchmembers, a set of supplemental clutch-springs 43 'is employed. cse springs are supported, at their outer ends, by adjusting-screws 44 threaded into a channel-shaped ring 45, while their inner ends engage ball-and-socket members 46 seated in the ends of the innerarms 47 of a set of bell-crank levers, which are mount ed upon pivots 51. The outer arms 48 of the bell-crank levers engage, respectively, eyes 4!) projecting from the disk 14, sot-hat the thrust of the springs is transmuted, through the bell-crank levers, into a rightthe disk 14,- which results, in turn, in forcing the clutch-member 13- into the clutch-member 11. The pivots 51 v sleeve 52, this hemg-journaled upon the shaft 5 throughf-a hall-bearing 53, and this ballbearing-suppoifs. the left-hand thrust or pull of the pivots 5].

Tho-ring 45, by which the clutch springs 43 are supported, constitutes an effective equalizer for these springs, since it is itself supported only by the springs and is thus free to'yield radially to compensate for difof the clutch-lever continues, escape-vents are gradually closed by the member 33, so that a graduall 1 increasing torque is transmitted through tlie hydraulic mechanism to the shaft 6, and the vehicle is thus gradually started into motion Without jar or strain upon the parts. When the clutch-lever finally returns to its normal 0- sition the member 33 is seated under the full force of the springs 36, so that thereafter the action of themechanism is wholly mech'anical and substantiallyunyielding, the hydraulic mechanism being thus eliminated from the normal operation of the mechanism. In ad :ition to thefunction of stop however, the

cordingly, the springs act equally upon all parts of the clutch-members 13 and ll so as to produce a firm and even engagement throughout, their peripheries.

While the opening of the escape-passages in the hydraulic mechanism provides for substantially free rotation of the gears, it

right-hand position, to

caused to pull the mechanism then the hydraulic mecha substantial driving eii'ect. vAs the movement is deping and starting the vehicle, the powermechanism may be used to provide for slipping or lost motion between the engine and the traction-wheels, when it is desirable to reduce the speed of the vehicle without shifting the change-speed-gearing, or to reduce it to a speed lower than is readily permitted by such gearing. In this case the clutch-lever is moved from normal position sufficiently to disengage the clutch-member 33 from driving-connection with the member 17, so that the power is then transmitted through the hydraulic mechanism, and in this case a greater or less amount of lost mot-ion or slipping is permitted in the mechanism by the leakage or escape of the fluid from between the gear-teeth, this effect being regulated by the extent'to which the clutchmember 33 is moved to open the escapevents.

While the hydraulic clutch-mechanism above described is preferably combined, as shown in'the drawings, with frictional or positive clutch-mechanism for direct driving under normal conditions, it is not necessarily used in such connection, as it may be rendered sufficiently positive in its action for all driving purposes, at least in certain applications. It will be further apparent that the functions of clutch-member and controlling-valve are not necessarily combined in one member, such as the member 33 in the illustrated construction, since other forms of valve-mechanism may be employed, and the invention is not, in general, limited to the embodiment thereof herein before described, but may be embodied in various other forms within the nature of the invention as it is defined in the following claims' series of fluid-receptacles are formed into which the teeth of the pinions fit closely;

and means for incasing the gear and the pinions to retain a body of fluid.

2. Power-transmission mechanism comprising intermeshing gears provided, at the ends of their teeth, with closely-fitting sur faces whereby a series of fluid-receptacles are produced between the teeth, means for incasing the gears to retain a body of fluid whereby the receptacles are filled so as to resist the relative rotation of the gears, the receptacles being provided with escape-passages for the fluid therein, and means for controlling said passages to provide ad justably for the escape of the fluid therethrough and vary said resistance.

3. Power-transmission mechanism having,

in combination, a driving element and a driven element rotatable about a common axis, a pinion journaled concentrically on one of said elements, the other element being provided with a concentric gear meshing with the pinion, the gear and the pinion having closely-fitting surfaces at the ends of their teeth whereby a series of fluid receptacles are provided between the teeth, means for incasing the gear and the pinion to retain a 'body of fluid, and means for rotatively connecting the driving element and the driven element independently of the gear and the pinion.

' 4. Power-transmission mechanism having, in combination, a driving element and a driven element rotatable about a common axis; an annular member connected with one of said elements and provided with a series of gear-teeth, a conical clutch-surface, and a seriesof escape-passages extending from the spaces-between the gearteeth to said surface; a planetary gear carried by the second of saidelements and loosely meshing with said gear-teeth; means for incasing a body of fluid in which the gears are immersed; a conical clutch-member rotatively connected with the second of said elements and cooperating with said clutchsurface and escape-passages; and means for moving said clutch-member into and out of frictional engagement with the clutch-surface so as both to provide a mechanical driving-conneotion between said elements and to control the escape-passages and regulate the operation of the gears.-

5. Power-transmission mechanism having, in combination, two elements rotatable about a common axis and provided with cooperat ing clutch-members engageable by axial movement; andmeans for maintaining the clutch-members in engagement comprising a series of bell-crank levers connecting the clutch members, a series of radially-arranged springs engaging the respective bellcrank levers, and an annular member engaging and mutually supporting said springs, said annular member being free to move radially in all directions so as t equalize the pressures of theseveral springs.

6. lower-transmission mechanism having, in combination, a driving element and a driven element rotatable about a common axis; an annular member provided with aseries of gear-teeth, a conical clutch-surface, and a series of escape-passages extending from the spaces between the gear-teeth to said surface; a planetary gear. carried by one of said elements and loosely meshing with said gear-teeth; means for incasing a body of fluid in which the gears are immersed; a conical clutch-member rotatably connected with said one of said elements and cooperating with said clutch-surface and escape-passages; a. second set of clutch-members for connecting the annular member with the other of said elements; and manually-operable means adapted, by continuous movement in one direction, first to move said conical clutch-member out of engageo ment with said clutch-surface, and then disengage the second pair of clutch-members.

- ARTHUR R. SE-LDEN.

Witnesses:

FARNUM F. DORSEY, D. Gmmnn.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents,

- Washington, D. C. 

